Add in interference from a carmaker’s product liability lawyers and it usually means an intrusive vehicle stability program that slaps you down at the first sign of ‘fun.’

I’ve had the X3 for the past few days, and I’ve been treated to some great wintry weather and some light, fluffy snow to add to the fun.

What I like about the X3 is the ability to get a little tail-happy without having the electronic nanny kick in too soon. I also genuinely appreciate how tight the suspension and how the car goes where you point it.

I also like how BMW lets you get completely out of stability control when you want.

That it’s all wrapped up in BMW’s minimalist design ethic and put together with precision and attention to detail just adds to the panache.

Its official fuel economy ratings are impressive but its real-world numbers are even more so: 11 l/100 km in the city, 8.6 l/100 km highway and 9.6 l/100 km combined. My real-world combined number so far? It’s 9.6 on a mostly urban loop so far.

An eight-speed automatic transmission plays a big part in that efficency, but so does BMW’s EfficientDynamics technology, which uses regenerative braking to help charge the battery and automatic start/stop that shuts down the engine at standstill.

It’s not a hybrid, but using otherwise wasted energy to charge the battery reduces demands on the alternator, which reduces demand on the engine.

Another factor helping efficiency is electric power steering. Ewww, you say? Well, it’s true that some iterations of electric power steering are less than inspiring, in the X3, such is not the case. Indeed, you’d be forgiven for not knowing you were driving an electric power steering system until you saw it in the specs.

Part of that is tuning, part of it is a high caster angle on the front wheels. The Germans have used high caster angles for years to improve responsiveness and feedback, and here it translates into one of the most successful applications of electric power steering I’ve driven.

Now, I do have some niggly points. How great a concern they are for you is your decision, but they wouldn’t stop me from buying an X3.

First, I think it’s a bit much to charge the equivalent of nearly $6k to move into the Comfort Access system, which gives you touch sensors on the door handles to eliminate the need to fumble with the key fob to get in.

I mean, BMWs are now all keyless start anyway, so the touch sensors are but a small component of true keyless (and keyfobless) entry.

The Comfort Access system is part of the executive package ($2,300), but you can only get the executive package if you also get the premium package ($3,600).

I also wish there was a way to set the car to unlock the doors automatically when you go into Park. You can stop it from locking the doors automatically when you start driving, but once the doors are locked, you either have to operate the door lever twice to unlock only your door or push the lock button to unlock all the doors.

A few things I do appreciate include the 60/ 40 split rear seats, which expand cargo from 550 litres to 1,600 litres. You can special order a 40/ 20 / 40 split rear seat if you’re a skier, or anyone else who needs to carry four people and long, skinny items.

The heated seats and heated steering wheel are the bomb! While some heated seats are a bit wimpy, the X3s are so hot, you’ll find yourself turning them down.

They have three stages of toastiness. Between the heated seats and steering wheel, you won’t be cold for long, no matter how long it takes the engine to warm up.

The X3 starts at $42,450. Considering that’s not much more than the price of a loaded mainstream compact crossover, it’s not a bad starting point.

But as with most things luxury, it goes up fast from there.

My choice would be the X3 with premium package ($3,600) to get the HID headlights and sunroof.